You're definitely right, they're ten a penny and only cost around £100 for a replacement depending on type. Only issue being the VE engines aren't exactly cheap to modify, everyone goes with the PD that's why I'm not because everyone does it, the VE to me is definitely like the older generation v8, tonnes of tuning options.You've got it nice in that the junkyards are overflowing with VE and 8v PD motors over there.
You all can treat them like we over here treat GM gen3 small block V8s.
ETA: which is to say, guys here can make a thousand hp on a junkyard 6.0L long block for a little while at least. You guys can make 350hp on a stock long block for a while, just set your torque limiter to something reasonable like 500n/m below 4k RPM and actually spend time making the timing maps proper to keep the rods in there.
Yeah I've already got my parts list laid out, and I've got more options for turbo because mines the non vnt model. And yeah a PD would be easier to get to those numbers but the cost and work involved in PD converting the car would be the same for me as building the VE. Checked the s/n on my ecu and it's the tuneable software version so I'm lucky there. I'm only going to be doing the building and hopefully it will be shipped off to professionals who race vw diesels for a living when it's up and running. For me I hate being the guy that had a PD remapped and made 200 immediately like every other vag tdi owner in the UK.You do have a few options but to make a VE engine last a while you need to start with a stronger block, a golf/passat AFN engine will be nice. Add a 11mm pump, throw a set of bosio race 520 nozzles, a VNT turbo and fit sockets on your ECU and it will shift nicely !
Personally i would go PD for ease of tuning however i like VE power delivery more. With the price the maxspeeding rods are at the moment it will be rude not to fit a set- throw a 3 hole head gasket and ARL/PD150 cut headbolts and you should keep the head on the block without much bother.
Keeping VNT is far better option as far as tuning is concerned, a gtb1749vb/vl should slot in nicely !
I have fitted BV43a/b to 110 Bhp engines a few years ago and a couple on pd100, they went like stink !
200 Bhp in a light chassis is the dogs danglies, i had a 1200 kg audi a4 FWD with almost 300 bhp and that would see of corrado vr6 and the like ! Up to 100Mph it was a hoot !
Unmodified bottom end is good to 300-350hp. If you lower CR from stock pistons, you can make 400hp readings and even over. I´ve had one for many years.Anyone know what sort of power figures the VE 90 tdi will make before it would need pistons/rods etc? Spent so many hours searching but so far no answer.
Well I'm going with a built head with a thicker gasket to lower the CR slightly, was looking at a decompression plate but I can't justify the cost at the moment for what will be a daily driver so hopefully the gasket will do the job, and I'm not planning to go crazy with this engine as I'll have a second engine to forge. I'm just looking for a reliable daily that makes decent power for nowUnmodified bottom end is good to 300-350hp. If you lower CR from stock pistons, you can make 400hp readings and even over. I´ve had one for many years.
It'll be fine, a thicker headgasket won't take it low enough to cause an issue, it's mainly for lowering the cylinder pressure under load, once the other engines done it'll have 18:1 pistons so won't need the thick gasket anymoreYou dont want to do that, too low CR and the engine will be hard to start and smoke a lot...